Apparatus for feeding a combustible fluid to internal combustion engines



March 3, 1936. Q BACHLE APPARATUS FOR FEEDING A COMBUSTIBLE FLUID ToINTERNAL coMBUsT-ION ENGINES 2 Sheets-sheet 1 Filed MaICh 16, 1932 ilnui ufff INVENTOR. QWZ Wcz ATTORNEY.

C. F. BACHLE March 3, 1936.

APPARATUS FOR FEEDIN-G A COMBUSTIBLE FLUID TO INTERNAL COMBUSTIONENGINES Y Filed March 16, 1952 2 SheetsfSheet 2 INVENTOR. @WZ Facve n y,j wwfy f ATTORNEY.

Patented Mar. 3, 1936 UNITED STATES PATE OFFICE APPARATUS FOR FEEDING ACOMBUSTIBLE FLUID TO INTERNAL COMBUSTION EN- GINES corporation ofVirginia Application March 16, 1932, Serial No. 599,265

3 Claims.

This invention relates to improvements in in ternal combustion enginesand also to an improved method and apparatus for feeding combustible uidto an internal combustion engine.

One important phaseof my invention relates to improvements in so-calledcold carburetion systems. Considerable difficulty has been experiencedin connection with such systems although it is generally recognized thatinherent benets may be realized providedthat the diflicultiesexperienced heretofore can be satisfactorily overcome. In connectionwith this phase of my invention I have provided an apparatus and methodfor carbureting an engine wherein, at relatively high engine loads, arelatively rich mixture of air and a suitable hydro-carbon such asgasoline is supplied directly to the enginecylinder or combustionchamber and such combustion chamber is independently supplied With aquantity of air. I therefore, do not mix `the fuel with all of the airprior to introduction to the combustion chamber of the engine over theload range of the engine and in this Way many of the difcultiesexperienced heretofore are overcome. At relatively low engine loads Ipreferably supply a substantially normal fuel mixture to the engineWithout additional air, such normal mixture for gasoline beingapproximately fifteen parts air to one part of gasoline.

It is an object of my invention to provide an improved carburetionsystem and method Whereby I materially increase the volumetricefficiency of the engine. It is a further object of my invention toobtain improved fuel mixture distribution characteristics for thevarious cylinders of the engine, increased fuel economy, obtain improvedconditions of engine idling, and generally improve the overall engineperformance. I preferably maintain an approximately constantcrosssectional area of the fuel mixture conduit system right up to thecylinder intake port and hence maintain the velocity of the fuel mixtureup to the cylinder port whereby the fuel does not drop out or puddle.This is especially beneficial at light engine loads. At heavy engineloads it is not so important since, then, the velocity is much increasedand the chance for puddling or bad distribution is greatly diminished.

It is a further ob-ject of my invention in its more limitedcharacteristics to provide an improved carburetion system and method,particularly adapted to engines of the sleeve valve type asdistinguished from the -poppet valve types of engines. I have thusprovided a common valve means in the form of one or more sleeve valvesorV4 (Cl. 12B-75) the like for controlling the introduction of the fuelmixture and air separately to the engine cylinder and combustionchamber.

In carrying out my invention I preferably pro` vide a carbureted fuelmixture having a relatively small diameter manifold for supplying thevarious combustion chambers of the engine, such manifold being adaptedto supply a normal fuel mixture of substantially the most advantageousratio of fuel and air for relatively 10W ranges of load on the engineand as the load on the engine is increased, I have provided a controldevice whereby air is supplied to the combustion chambers in increasingquantity as the fuel mixture iS enriched to decrease the ratio of air tofuel in the carbureted mixture. Thus, assuming that the engine ismounted for propelling an ordinary motor vehicle, the normal carburetedfuel mixture would supply the engine through its relatively smalldistributing tube or manifold, Without additional air, in the usualratio of substantially fifteen parts air to one part gasoline until thevehicle speed reaches twenty miles per hour for example, under ordinaryload for such speed, and as the speed of the vehicle is increased, withcorresponding increase in engine load, the fuel mixture ratio passingthrough the fuel mixture tube is adapted to decrease and at the sametime my system is adapted to supply air independently and directly tothe engine combustion chambers in sufficient quantity to maintain in thecombustion chambers approximately the aforesaid normal ratio of fifteento one. Thus, when the engine is operating under substantially full loadthe fuel mixture ratio passing through the fuel mixture tube mayapproach approximately three parts air to one part gasoline or may varytherefrom depending on the degree to Which my invention is carried out.

A further object of my invention resides in the provision of improvedmeans for distributing the fuel mixture froml the manifold runner to thebranches leading to the engine cylinders.

Further objects and advantages of my invention Will be apparent as thisspecification progresses, reference being had to the accompanyingdrawings in which:

Fig. l is a sectional elevation View through a typical cylinder of theengine and illustrating the fuel mixure and air supply,

Fig. 2 is a plan View of the engine With a portion thereof cut-away toillustrate the introduction of the carbureted mixture and air to theengine combustion chambers,

Fig. 3 is a side elevation view of a portion of the engine block with apart thereof cut-away to illustrate the fuel mixture supply manifold,

Fig. 4 is a detail sectional view of the fuel mixture manifold along theline 4-4 of Fig. 2,

Fig. 5 is a detail elevation View illustrating the common control devicefor the fuel mixture and air throttle valves,

Fig. 6 is a sectional view through the fuel mixture distributing tubeillustrating, in exaggerated manner, the formation of wet fueltravelling in the tube,

Fig. '7 is an enlarged detail view illustrating the outlet from the fuelmixture pipe to a branch passage leading to an engine cylinder, whereina relatively small amount of wet fuel is passed to the branch passage,

Fig. 8 is a view corresponding to Fig. 7 illustrating the control forpassing a medium amount of wet fuel to the associated branch, and

Fig. 9 is a view corresponding to Fig. 7 illustrating the control forpassing a relatively large amount of wet fuel to the associated branch.

Referring to the drawings A represents the engine having a plurality ofcylinders I0 and for the most part the description will be limited toone of the cylinders and associated parts, it being Y understood thatthe other cylinders are correspondingly constructed. For purpose ofillustration I have shown my invention in connection with an engine ofthe sleeve valve type and more particularly the Burt-McCollum type ofengine in which a single sleeve valve associated with each cylinder ismoved in a combined reciprocating and oscillating movement forcontrolling the cyclical events of the engine. It will be understood,however, that my invention is not limited to any particular valving typeof engine or specific sleeve valve means in its broader aspects.

- 'Ihe cylinder block II, containing cylinders IU, is formed withcylinder block exhaust passages I2 for conducting exhaust gases fromeach cylinder to the exhaust manifold I3, the passages I2 communicatingwith cylinder exhaust ports I4 controlled by ports I5 of the sleevevalve I6, the latter being movably associated with cylinder I 0. Thesleeve I6 also has a series of intake ports I1 for controlling theadmission of air from the air manifold I8, the air being supplied fromthis manifold to each cylinder by reason of the cylinder block airintake passages or conduits I9 opening inwardly at the cylinder blockair intake ports 20. The sleeve valve also has one or more additionalintake ports 2| adapted toy control the admission of fuel mixture fromthe fuel mixture distributing pipe or manifold runner 22, which may befitted with a pipe or tube 31 therein, this manifold supplying the fuelmixture to the various branches or conduits 23, preferably ofsubstantially the same cross-sectional area as that of tube 31, whencethe fuel mixture is conducted to cylinder block fuel mixture intakeconduits or passages 24 terminating in fuel mixture cylinder intakeports 25. The passages 24 also by preference have substantially the samecross-sectional area as the pipe 31 and conduit branches 23.

The sleeve valve I 6 may be operated in any desired manner, thatillustrated consisting of a valve Shaft 26 adapted to actuate eachsleeve with the aforesaid movement by reason of the wobble cranks 21 andsleeve connecting links 2S. It will be understood that the valve shaft26 is operated at half crankshaft speed for the four-stroke cycle engineillustrated.

Within each sleeve valve I5 is the usual piston 29 adapted to actuatecrankshaft 3D through the intermediary of a connecting rod 3|. Eachcylinder I0 has one end thereof closed by a cylinder head structure B,that illustrated being of the reentrant type so as to receive the upperend of the associated sleeve valve, and also forming a combustionchamber 32 wherein the fuel mixture is ignited by the usual spark plug33.

C represents` a carburetor in which the hydrocarbon, such as gasolinesupplied by pipe 34 is mixed with the air and the mixture conductedthrough the riser 35 containing the throttle valve 36 and thence to theheader of manifold 22 which extends longitudinally of the engine. Thefuel mixture may or may not be subjected to the application of amoderate amount of heat, near carburetor C. I have illustrated anexhaust heater jacket 35a surrounding riser 35 whereby the carburetionof the gasoline is facilitated. In any event the heat is not applied tothe air in manifold I8 so that where a certain amount of heating isdesired for the fuel mixture, it does not seriously affect the improvedvolumetric efciency of my engine since only a small proportion of theair would be heated at relative-1y heavy engine loads. A part of theexhaust from manifold I3 is circulated to jacket 35a by the supply pipe58 and the return pipe 59. The tube 31 is shown as having slots 38formed therein at each cylinder for conducting the fuel mixture fromtube 31 to the associated branch 23 aforesaid.

The tube 31 provides a convenient means for controlling the amount ofwet fuel passed to any branch 23 depending on the fuel mixturerequirements for equal distribution to the various cylinders. Oneelement entering into the varying requirements of the cylinders is theproximity of the cylinders to the carburetor and hence to the source ofthe wet fuel passing through tube 31. Thus in Fig. 6 the wet fuel lm31EL is shown having its greatest thickness at the bottom walls of thetube and tapering toward the top. In Fig. '1 the opening 38 is shown inthe top of tube 31 whereby a relatively small amount of the wet fuel 31awill pass to its branch 23. In Fig. 8 the opening 38a is deeper toprovide for passage of a medium amount of wet fuel 31a to the associatedbranch 23. In Fig. 9 the opening 38b is shown in the bottom wall of tube31 for passage of a relatively large amount of the wet fuel 31*ab to theassociated branch 23. Thus I am enabled to conveniently determine andcontrol the proper distribution of the fuel from tube 31 to the variouscylinders. At each opening such as the opening 38, the manifold 22 isprovided with an annular chamber 39 surrounding the tube and openinginto branch 23 as shown in Fig. 4 permitting ready flow of the fuelmixture from tube 31 to the various cylinders and combustion chambers ofthe engine.

The air manifold I8 is supplied with air through an air cleaner 40 tothe riser 4|, and air throttle valve 42 controlling the quantity of airadmitted to manifold I8. The air cleaner 40 may also supply air tocarburetor C by the air pipe 51.

The fuel mixture throttle valve 36 is controlled by an arm 43 and theair throttle valve 42 is controlled by an arm 44, these arms beingconnected by links 45 and 46 to a common arm 41 of a bell crank lever 48pivoted at 49, the other arm 5I) thereof being adapted for controllingactuation by a rod 5I to a convenient point of manual control such asthe usual accelerator where the engine is mounted for propelling a motorvehicle. The arm 43 has an extension 52 adapted to actuate the fuelcontrolling nozzle 53 of carburetor C so that as the throttle valve 36is opened, fuel in increasing amounts is supplied to the fuel mixturemanifold 22.

The link 46 is provided with an actuating collar 54 shown in Fig. 1 asbeing spaced from arm 44, the collar 54 being adapted to actuate arm 44and throttle valve 42 after a predetermined load has been placed on theengine, Thus the collar 54 provides a sort of lost motion connection forarm 44 whereby air through manifold I8 is not supplied to the engineduring the relatively low ranges of load on the engine, but as the loadincreases, air in increasing amounts is admitted to the engine. A spring55 acts on arm 44 tending to close valve 42 and a second spring 56acting on bell crank lever 48 tends to restore arms 43 and 44 to theirpositions of engine idling as will be readily understood.

In operation let us assume that the engine is idling so that the partsare in the positions substantially as shown in Fig. l. Under suchconditions the valve 42 is closed or substantially so, so that theengine is operated on a fuel mixture supplied by carburetor C, manifold22, cylinder ports 20 and sleeve port Il. Such fuel mixture ispreferably of a favorable normal ratio of fuel and air such as thatcommonly provided for in internal combustion engines and generallyaccepted as fteen parts of air to one of gasoline. Under such conditionsthe idling and starting of the engine are greatly improved over commonpractice by reason of the high velocity provided by the relatively smallcross-sectional area of manifold 22, branches 23, passages 24, and theattendant advantages incident to the relatively low wall surface area ofthe fuel mixture intake manifold and conduits associated therewith.

As the rod 5| is moved to open the fuel mixture throttle valve 35, theengine will be placed under increased load and the carburetor C ispreferably adapted to supply the fuel mixture requirements for theengine in approximately the aforesaid normal ratio of fuel and air up tosubstantially an engine load corresponding to approximately a speed oftwenty miles per hour of vehicle travel with ordinary load for suchspeed, after which the collar 54 engages arm 44. As the load is thenincreased on the engine, the throttle valve 42 is correspo-ndinglyopened and the fuel mixture supplied by carburetor C is rapidly enrichedrelative to a normal mixture so as to reduce the aforesaid ratio, theamount of air supplied through air manifold 4I preferably compensatingfor the enriched fuel mixture so that in any combustion chamber theaforesaid normal ratio of fifteen to one is substantially maintained.

It will be apparent that various modifications may be made in mydisclosure without deviating from the principles of my invention and itis not my intention to limit my invention to the particularconstructions and methods described and shown for purposes ofillustration.

What I claim as my invention is:

1. In an internal combustion engine, a cylinder having a plurality ofintake ports located Substantially adjacent the cylinder outer end,sleeve valve means movable axially within the cylinder for controllingsaid intake ports, a carburetor associated With said engine, and a fluidconducting system for said engine including a relatively small conduitconnecting said carburetor with one of said intake ports and conductinga fuel mixture to the engine of a predetermined ratio of fuel and airfor relatively low load engine operation, a relatively large conduit forconducting air tosaid other cylinder intake ports, and control means forregulating the fluid flow through said conduits, said control meansbeing operable to maintain the ratio of fuel and air introduced into theengine cylinder substantially constant for substantially the entirerange of engine load operation.

2. In an internal combustion engine, a cylinder having a plurality ofintake ports located substantially adjacent the cylinder outer end,sleeve valve means movable axially within the cylinder for controllingsaid intake ports, a carburetor associated with said engine, and a uidconducting system for said engine including a relatively small conduitconnecting said carburetor with one of said intake ports and conductinga fuel mixture to the engine of a predetermined ratio of fuel and airfor relatively low load engine operation, a relatively large conduit forconducting air to said other cylinder intake ports, and con- C'.

trol means for regulating the fluid flow through said conduits, saidcontrol means closing off the flow of air through said large conduit forrelatively low load engine operation and acting, to

vary the ratio of fuel and air supplied to said Si. small conduit forprogressively enriching the fuel mixture as the engine load operation isrelatively increased and to simultaneously open said large conduit toprogressively increase the volume of air supplied to the engine throughsaid large conduit, whereby to maintain the ratio of fuel and air in theengine cylinder substantially constant for substantially the entirerange of engine operation.

3. In an internal combustion engine, a cylinder having a plurality ofintake ports located substantially adjacent the cylinder outer end,sleeve valve means movable axially Within the cylinder for controllingsaid intake ports, a carburetor associated with said engine, and a fluidconducting system for said engine including a relatively small conduitconnecting said carburetor with one of said intake ports and conductinga fuel mixture to the engine of a predetermined ratioof fuel and air forrelatively low load engine operation, a

relatively large conduit for conducting air to said other cylinderintake ports, and control means for regulating the fluid -flovv throughsaid conduits, said control means closing off the flow of air throughsaid large conduit for relatively low load engine operation and acting,to vary the ratio of fuel and air supplied to said small conduit forprogressively enriching the fuel mixture as the engine load operation isrelatively increased and to simultaneously open said large conduit toprogressively increase the volume of air supplied to the engine throughsaid large. conduit, whereby to maintain the ratio of fuel and air inthe engine cylinder substantially constant for substantially the entirerange of engine operation, said control means including a lost motiondevice to delay the opening of said large conduit until a predetermineddegree of engine load operation has been attained. v

CARL F. BACHLE.

